Inertial energy system for vehicles

ABSTRACT

An inertial flywheel system for vehicles which includes clutch means for introducing energy to the flywheel from an engine or from a coasting or decelerating vehicle, and clutch means for transferring the stored energy to the vehicle on demand. A system of control is incorporated in the brake pedal, clutch pedal, accelerator and engine manifold. The control system operates the clutches in a manner which allows stored energy to be utilized to supplement the power plant of the vehicle and allows the kinetic energy normally lost in braking to be transferred instead to the flywheel. A speed control system transfers the braking function to the normal vehicle brakes when the quantity of stored energy reaches a predetermined maximum.

United States Patent 1 Bardwick, III

[ 1 May 22, 1973 [54] INERTIAL ENERGY SYSTEM FOR VEHICLES [76] Inventor:John Bardwick, III, 1733 West Ridge, Ann Arbor, Mich. 48105 [22] Filed:Dec. 9, 1970 [21] Appl. No.: 96,460

2,118,590 5/1938 Chilton ..74/751 X Primary Examiner-Robert G. SheridanAssistant Examiner-George F. Abraham Attomey-Barnes, Kisselle, Raisch &Choate 57 ABSTRACT An inertial flywheel system for vehicles whichincludes clutch means for introducing energy to the flywheel from anengine or from a coasting or decelerating vehicle, and clutch means fortransferring the stored energy to the vehicle on demand. A system ofcontrol is incorporated in the brake pedal, clutch pedal, acceleratorand engine manifold. The control system operates the clutches in amanner which allows stored energy to be utilized to supplement the powerplant of the vehicle and allows the kinetic energy normally lost inbraking to be transferred instead to the flywheel. A speed controlsystem transfers the braking function to the normal vehicle brakes whenthe quantity of stored energy reaches a predetermined maximum.

17 Claims, 4 Drawing Figures INERTIAL ENERGY SYSTEM FOR VEHICLES Thisinvention relates to an Inertial Energy System for Vehicles.

With the contemporary emphasis on ecology and environmental pollution,there is a desire to reduce the hydrocarbon, carbon monoxide, and otheremissions from internal combustion engines used on the streets, roads,and highways. There is also a problem of fuel supply which may becomemore acute in the future and thus require a reduction in the consumptionof hydrocarbon fuels. Coupled with these problems is the desirability ofa vehicle which, for reasons of both safety and saleability, will havereasonable acceleration characteristics and good stability.

The present invention has for its object the provision of a poweredvehicle which will couple a basic power unit with an inertial flywheelsystem in a manner that will permit storage of inertial energy at theleast cost to the basic power unit, and to utilize this energy toprovide supplemental power when desired for acceleration from a stop orwhile passing another vehicle or under other unusual load conditions.

Thus, it is an object of the invention to increase the efficiency of avehicle power unit whether it is an internal combustion engine, abattery powered unit, a fuel cell, or a turbine. The ultimate object isthus to reduce pollution-by decreasing the need for a high power engineto achieve desirable acceleration and to decrease the need for operatingany selected power unit under conditions which are least efficient fromthe point of view of fuel consumption or emission of pollutants.

It is known that all moving vehicles have, associated with their motion,a kinetic energy equal to one-half their total mass times the square ofthe linear velocity plus an additional amount stored in rotating partsequal to one-half the moment of inertia times the square of the angularvelocity. During the normal operation of present day vehicles thisenergy is supplied by the engine each time the vehicle accelerates, andthe same amount of energy dissipated as heat in the brakes or engineevery time the vehicle stops or slows.

The present invention contemplates the storing of energy from thevehicle engine at various times during the operation of the vehicle whenthe engine can most efficiently produce energy. It also contemplates thestoring of the kinetic energy lost by the vehicle itself duringdeceleration, thus recapturing for later use, some of the energynormally dissipated as heat during braking. This stored energy can thenbe used (at any rate desired) during subsequent acceleration of thevehicle.

The present invention also makes it possible to obtain desiredacceleration without introducing excessive quantities of fuel into anengine which causes highest pollutant emission. Similarly, the absenceof drag on the engine in deceleration avoids excessive fuel waste andundesirable emissions.

Another object of the invention is the provision of manual and automaticcontrols for the storage and release of energy at propitious times toeffect the highest efficiency of the input from the basic power unit orvehicle and of the output from the flywheel.

Other objects and features of the invention will be apparent in thefollowing specification and claims wherein the principles of theinvention are set forth together with the best mode presentlycontemplated for the practice of the invention.

DRAWINGS accompany the disclosure and the various views thereof may bebriefly described as:

FIG. 1, a schematic view ofa vehicle chassis showing the relationship ofthe parts.

FIG. 2, a sectional view of the coupling mechanism used to transferenergy to and from the inertial wheel. This view is essentiallyschematic in presentation to show the parts of the mechanism.

FIG. 3, a view on line 3-3 of FIG. 2 showing a clutch mechanism.

FIG. 4, a diagrammatic view of a control system.

REFERRING TO THE DRAWINGS:

A vehicle chassis is shown in FIG. 1 having a body 10, an engine 12, thecoupling mechanism 13, a clutch and transmission housing 14, adifferential l6, and rear drive wheels 18. The vehicle wheels arestandard dirigible wheels 20 for steering. On either side of thecoupling mechanism 13 is shown an inertial wheel 22. These may besingular or in plurality depending on the location and the need ordesire to balance the vehicle statically and dynamically. If oneflywheel is used, it is preferred that its direction of rotation beopposite to that of the forward direction of the wheels of the vehicleand in most cases the axis of rotation should be transverse of thevehicle.

In FIG. 2, these inertial wheels are shown partially in section toindicate that they are of solid configuration to maximize the strengthand capacity. The inertial wheels are mounted on bearings 24 illustratedin FIG. 2 and with an end mount 26 with suitable bearings as shown inFIG. 1.

REFERRING to FIG. 2, the drive shaft of the engine is shown at 30 with aclutch case 32 housing a one-way roller clutch having rollers 34 and aninner drive member 36 attached to an output drive shaft 38. Associatedwith the output plate 36 of clutch 32 is a planetary set which consistsof a ring gear housing 40, planetary gears 42 which would be three innumber, and a sun gear 44. The housing 40 is mounted in bearings 46 andhas a braking surface on the outside which cooperates with a band brake48 actuated by a hydraulic pistoncylinder combination 50 receiving fluidthrough a conduit 52. The planetary gears 42 are mounted on suitablebearing posts 54 which extend axially from the clutch plate 36.

The sun gear is mounted at one end of a rotary housing indicatedgenerally at 56, this housing being mounted around the shaft 38 on endbearings 58 and having between its ends a bevel gear 60 which mesheswith bevel gears 62 to drive shafts 64 on the inertial wheels 22. Theouter bearing 66 also supports the housing 56 to the right of the bevelgears 62. The right-hand end of the rotary member 56 terminates in ahousing 68 which partially surrounds a friction disc 70 on shaft 38.Circular pistons 72 and 74 mounted in annular recesses 75 in the housing68 have friction surfaces 76 which are movable into contact with theopposite radial sides of the disc 70 to create a braking effect inresponse to hydraulic pressure through lines 78 to the annular recesses75. The hydraulic pressure is developed in the annular recesses 75 byradial pistons 80 circumferentially spaced around a flange 82 on housing68 and actuated by restricting band 84 controlled by a piston-cylindercombination 86 with pressure through a tube 88. Also mounted around thehousing 56, which is just to the right of the bearing 66, is a worm gear90 which drives a worm wheel 92 on a shaft 94 found also in FIG. 4.

With reference to the structure thus far described, it

will be appreciated that the driving of the input shaft 30 will causerotation of the shaft 38 through the. roller clutch 34. This energy willbe transmitted through standard clutch and transmission to the drivewheels 18. When it is desired to put energy into the inertial wheels 22,the tube 52, which can also be designated E-in (Energy-in) ispressurized, causing the clamping of the brake shoe 48 on the housing40, thus energizing the planetary set so that power is transmitted tothe housing 56 and through the bevel gears 60 and 62 to the wheels 22,thus driving them into a state where they are storing kinetic energy.Slippage will occur at this brake shoe while energy is beingtransferred.

In order to transmit energy from these wheels to the drive shaft of thevehicle, it is necessary to pressurize the tube 88, sometimes referredto as E-out. This pressurizes the cylinder chamber 75 driving thepistons 72 and 74 against the friction plate 70 so that the housing 56will become a driving housing from the wheels 22 to transmit energy outof the wheels into the general vehicle system.

The inertial system can be incorporated into the vehicle operation by acontrol system which is initiated and maintained by the usual operatorcontrols such as accelerator, brake, and clutch. If desired, separatemanual controls could be utilized.

A control system, illustrated in FIG. 4, is provided for a standardtransmission vehicle. The diagrammatic presentation of FIG. 4 shows abrake pedal 100 operating a piston 102 in cylinder 104 which dischargespressure through a conduit-106 to a braking system not shown. A valvemember 108 closes the conduit 106 under certain conditions. Theaccelerator pedal 110 of the vehicle is pivoted at 112 and is shown withsuitable linkage 114 to control a throttle plate 116 in a carburetor ofthe engine. The accelerator is moved against a spring 118 and also hasan extension which controls a plunger rod 120 which drives a piston 122in a cylinder 124. The piston has a small pass through orifice 126 and alarger pass through opening 127 which is controlled by a normally closedcheck valve 128. When the accelerator is pushed down initially, fluid inthe cylinder will be moved through a conduit 130 to the conduit 88referred to as the E-out conduit.

When the motion of the accelerator stops, the orifice 126 allows fluidto pass through the piston thus relieving the pressure in conduit 130after a predetermined period. When the accelerator is released, checkvalve 128 opens allowing free passage of fluid back through the piston.In addition, when the accelerator is released, plunger rod 174 connectedto piston 176 is actuated pressurizing cylinder 178. This pressure isapplied, through check valve 180, to conduit 106.

A piston-cylinder arrangement responsive to engine vacuum is alsoprovided. Cylinder 132 has a piston 134 which is actuated by a spring136 to the right as viewed in FIG. 4. This piston is responsive to themanifold pressure of the engine through a tube 138. The position of thepiston 134 responds in a lever 140 pivoted at 142 and having its otherend associated with a piston 144 in a cylinder 146. One end of thecylinder 132 is connected through a conduit 148 to the conduit 130. Theoutlet of the cylinder 146 is connected through a conduit 150 through aclose-off valve 152 to the conduit 52 which is the E-in conduit. Thecircuit is completed by a conduit 154 controlled by a valve 156 alsoleading to conduit 52.

The valves 108, 156, and 152 are connected for simultaneous motion,through a shaft 158, and preferably controlled by a detent system 160which results in movement from one defined position to a second definedposition. Another input is introduced to the shaft 158 through a lever162 urged upwardly by a spring 164. This lever is a follower of acentrifugally responsive member 166 mounted around a shaft 94 driven bythe worm wheel 92 previously described in connection with FIG. 2. Acentrifugally responsive member 168 earns the member 166 downwardly asthe speed of the shaft 94 increases, thus moving the lever 162 at acertain point to a position to close the valves 156 and 152 whileopening the valve 108. A normal clutch pedal 170, in addition to itsregular function, controls a valve 172 in conduit 130.

A safety brake by-pass can be provided as shown in FIG. 4. Normalbraking pressure will apply pressure to cylinder 190, tending to movepiston 192 to the right. Compression spring 194 is stiff enough toprevent sufficient movement of piston 192 to open line 106. Extra heavypressure on the brake pedal will compress spring 194 enough to open line196, allowing emergency braking regardless of the operation (ornon-operation) of any other parts of the system.

With respect to the general system, it will be seen that energy can betransferred to the flywheel or flywheels 22, which may be either asingular flywheel or a double flywheel, either from the vehicle enginewhen it is not being used to capacity, or from the drive wheels of thevehicle to absorb the kinetic energy of the moving vehicle. The storedenergy can then be used to assist in the acceleration of the vehicle.This makes it possible to gain the desired acceleration while using asmaller engine which can easily maintain the desired cruising speed,thus reducing the overall fuel consumption and reducing the pollutionwhich normally results from full throttle operation of an internalcombustion engine.

It will be appreciated that the highest pollutant emission occurs duringrapid acceleration of an engine when excessive fuel is being fed toobtain the necessary power, and during deceleration in a normal vehiclewhen fuel drawn into the engine is not being utilized (burned) to thefullest extent.

Pollutants normally emitted by an internal combustion engine duringdeceleration (mainly unburned hydrocarbons) are reduced by decouplingthe engine from the drive wheels through the one-way roller clutch 32and putting the energy normally expanded in braking back into theflywheel. This, of course, reduces the wear on the brake lining duringdeceleration in addition to recapturing some of the energy that had beenexpended during the previous acceleration.

With respect to the operation of the particular control system shown inFIG. 4, it is assumed that the system is fully charged hydraulically.When the engine is started, the inertial wheels will be rotated to a topspeed by the engine by pressure from cylinders 178 and 146 both of whichpressurize the piston-cylinder 50 and close the band clutch 40 if theengine is at idle. When the accelerator is depressed, the piston 122will pressurize the conduit leading to the E-out energization of conduit88. Assuming that the clutch is not depressed to close valve 172, energyfrom the rotating inertial wheels will be transmitted to the drive shaft38 because of pressure in the piston-cylinder combination 86 and in theannular cylinders 75, thus tending to lock the rotating assembly 56 tothe friction disc 70.

The orifice 126 will generally relieve the pressure in passage 130 afterthe accelerator has been depressed a certain brief time, but theincrease in the manifold pressure in the conduit 138 will allow thespring 136 to move piston 134 to a point that it will pressurize thepassage 130, thus continuing the E-out condition. The movement of thepiston 134 also shifts the lever 140 to decrease the pressure incylinder 146 to relieve the pressure in conduit 150 and 52. Thus, up toa certain point, the energy will feed from the inertial wheel or wheelsto the general drive shaft of the vehicle. When the vehicle reaches acertain speed wherein additional acceleration energy is not required,the engine 12 can drive the vehicle without assistance at an efficientoperation speed. This condition is indicated by a decreased manifoldpressure. At this time, it is desirable 'to disengage the inertialwheels from the drive shaft by relieving the pressure in the conduit 88,which is accomplished by vacuum on the left side of piston 134.

If, while cruising, the accelerator pedal is released, piston 176applies a slight pressure to conduit 106 which will cause the vehicle todecelerate slightly. The deceleration will be caused either by thebrakes or by pressurization of E-in conduit 52 depending on the positionof valves 108, 156, and 152.

When it is desired to brake the vehicle, the foot pedal 100 is pushedwhich pressurizes conduit 106 to put pressure in the conduit 52 andthence to pistoncylinder 50. This will close the band brake 48 to causethe input of energy from shaft 38 to the rotating element 56 to increaserotation of the inertial wheels, thus causing a general braking of thevehicle and storing the braking energy in the wheels. When the shaft 94reaches a certain speed, the centrifugally responsive element 166 willshift the lever 162 and shaft 158 to block the passages 154 and 150 sothat the band brake 48 is released and open the passage 106 so that theregular brakes of the system will take over through the conduit 106. Ifthe car is brought to a stop, the idling system will cause the shiftingof the piston 134 to the left by reason of the higher vacuum, thus againtending to energize conduit 52, E-in. If the flywheel is not at itsmaximum speed of rotation, valves 152 and 156 will be open (caused byspring 164) and conduit 52 will be pressurized causing energy to be fedto the flywheel. Once the flywheel attains maximum speed, lever 162closes valves 152 and 156 and no more energy is fed to the flywheel.

I claim:

1. In combination with an operator controlled vehicle having a powerplant to impart motion to the vehicle drive wheels, that improvementwhich comprises:

a. a flywheel mounted for rotation on the vehicle independent of thepower plant and the drive wheels,

b. a machine element for driving said flywheel,

0. first means selectively operable to connect said element to saidpower plant to impart rotation to said flywheel to store kinetic energytherein and alternatively to impart kinetic energy from said movingvehicle to said flywheel,

d. second means selectively operable to connect said element to saiddrive wheels to impart stored kinetic energy to said wheels and motionto said vehicle,

e. means to relate said connecting means wherein each operatesselectively and alternately with respect to the other,

f. said first means including a pressure operated brake and a pressuresystem to operate said brake, and

g. means in said system to block pressure to said brake in response to apredetermined flywheel speed.

2. In combination with an operator controlled vehicle having a powerplant to impart motion to the vehicle drive wheels, that improvementwhich comprises:

a. a flywheel mounted for rotation on the vehicle independent of thepower plant and the drive wheels,

b. a machine element for driving said flywheel,

c. first means selectively operable to connect said element to saidpower plant to impart rotation to said flywheel to store kinetic energytherein and alternatively to impart kinetic energy from said movingvehicle to said flywheel,

d. second means selectively operable to connect said element to saiddrive wheels to impart stored kinetic energy to said wheels and motionto said vehicle,

e. means to relate said connecting means wherein each operatesselectively and alternately with respect to the other, and

f. said first and, second means being operated by fluid pressure, and afluid pressure system associated with said vehicle comprising a firstcylinder for operating said first means, a second cylinder for operatingsaid second means, a third pressure cylinder responsive to brakepressure of a brake pedal, a fourth cylinder responsive to acceleratorpressure of an acceleration pedal, and connecting lines between saidfirst and third cylinders and between said second and fourth cylinders,whereby actuation of said brake cylinder causes response in said firstcylinder, and actuation of said accelerator pedal causes a response insaid second cylinder.

3. A system as defined in claim 2, in which a control valve is providedresponsive to clutch pressure of a clutch mechanism, said valvecontrolling the connecting lines between the second and fourth cylinderswhereby actuation of said clutch pedal blocks the response of saidsecond cylinder to operation of said accelerator pedal.

4. A system as defined in claim 2 in which a fifth pressure cylinderconnected in said lines is responsive to manifold pressure of aninternal combustion engine driving said vehicle to actuate said firstcylinder and said first means in response to no-load conditions of saidengine.

5. A system as defined in claim 2 in which a speed responsive meansinfluenced by means reflecting the speed of said flywheel is operativeon said first cylinder to effect a connection between said power plantand said flywheel at speeds of said flywheel below a predetermined rate.

6. In combination with an operator-controlled vehicle having an internalcombustion engine power plant to impart motion to the vehicle driveshaft and drive wheels, that improvement which comprises:

a. a flywheel mounted for rotation on the vehicle independent of thepower plant and the drive wheels,

b. a vehicle drive shaft connectable to said engine and said wheels,

c. a first clutch means engageable to connect said drive shaft to saidflywheel to impart rotation to said flywheel,

d. a second clutch means engageable to connect said flywheel to saiddrive shaft to impart rotation to said shaft from said flywheel,

e. a control system for said vehicle which operates said clutch meansselectively to distribute inertial energy of said wheel and saidvehicle, and

f. said control system cooperating with a brake pedal, an acceleratorpedal, and a manifold vacuum source and comprising a fluid pressuresystem including,

l. a first pressure developing unit responsive to down pressure on anaccelerator pedal,

2. a second pressure developing unit responsive to up pressure on anaccelerator pedal,

3. a third pressure developing unit responsive to brake pedal pressure,

4. a fourth pressure developing unit responsive to manifold vacuum,

5. a fifth pressure developing unit responsive to absence of manifoldvacuum,

6. first means to actuate said first clutch means,

'7. second means to actuate said second clutch means,

8. means connecting said second, third, and fourth pressure developingunits to said first means, and

. 9. means connecting said first and fifth pressure developing units tosaid second means, wherein said clutch means are operated sequentiallyin the normal operation of the vehicle to transfer kinetic energy to andfrom the flywheel and to and from the vehicle.

7. A combination as defined in claim 6 in which a control meansresponsive to the speed of said flywheel is operatively associated withsaid second, third, and fourth pressure developing units to effectoperation of said first clutch means under conditions of speed of saidflywheel below a predetermined kinetic energy storage condition.

8. A combination as defined in claim 7 in which said control meanscomprises a valve system operable to close pressure from said means toactuate said first clutch means under said predetermined conditions.

9. A combination as defined in claim 6 in which a foot clutch pedal inthe vehicle is provided, and a control valve operable by disengagementmotion of said clutch pedal in a line leading to said second means toactuate said second clutch means to block operation of said secondclutch means when said foot clutch pedal is depressed.

10. A combination as defined in claim 2 in which a by-pass emergencypressure line is interposed between said third pressure developing unitand a brake line responsive to predetermined operator pressure to effectvehicle braking independently of flywheel speed.

1 1. in combination with an operator-controlled vehicle having a powerplant to impart motion to the vehicle drive wheels, that improvementwhich comprises:

a. a flywheel mounted for rotation on the vehicle independent of thepower plant and the drive wheels,

b. a machine element for driving said flywheel,

c. first means selectively operable to connect said element to saidpower plant to impart rotation to said flywheel to store kinetic energytherein and alternatively to impart kinetic energy from said movingvehicle to said flywheel,

d. second means selectively operable to connect said element to saiddrive wheels to impart stored kinetic energy to said wheels and motionto said vehicle,

e. means to relate said connecting means wherein each operatesselectively and alternately with respect to the other,

f. said first means including a pressure operated brake and a pressuresystem to operate said brake,

g. means in said system to block pressure to said brake in response to apredetermined flywheel speed, and

h. a by-pass emergency circuit response to a predetermined operatorsignal to conduct pressure .to said pressure operated brake independentof said flywheel speed.

12. In combination with an operator controlled vehicle having a powerplant to impart motion to the vehicle drive wheels, an accelerator leverfor controlling the speed of the power plant and a brake pedal forcontrolling pressure to a brake line,

a. a flywheel mounted for rotation on the vehicle independent of thepower plant and the drive wheels,

b. a machine element for driving said flywheel,

c, first means selectively operable to connect said element to saidpower plant to impart rotation to said flywheel to store kinetic energytherein and alternatively to impart kinetic energy from said movingvehicle to said flywheel,

d. second means selectively operable to connect said element to saiddrive wheels to impart stored kinetic energy to said wheels and motionto said vehicle,

e. a mechanism to actuate said second means,

f. a motion developing means responsive to advance accelerator leveraction to impart a motion to said mechanism upon acceleration motion ofsaid lever to cause transfer of stored kinetic energy to said wheels,and

g. means connected to said motion developing means to effect retractionof said mechanism following a predetermined time lapse.

13. In combination with an operator-controlled vehicle having a powerplant to impart motion to the vehicle drive wheels, an accelerator leverfor controlling the speed of the power plant and a brake pedal forcontrolling pressure to a brake line,

a. a flywheel mounted for rotation on the vehicle independent of thepower plant and the drive wheels,

b. a machine element for driving said flywheel,

c. first means selectively operable to connect said element to saidpower plant to impart rotation to said flywheel to store kinetic energytherein and alternatively to impart kinetic energy from said movingvehicle to said flywheel,

(1. second means selectively operable to connect said element to saiddrive wheels to impart stored kinetic energy to said wheels and motionto said vehicle,

e. a pressure responsive mechanism to actuate said second means,

f. a pressure developing means responsive to advance accelerator leveraction to impart a pressure to said pressure responsive mechanism uponadvance motion of said lever to cause immediate transfer of storedkinetic energy to said wheels, and

g. means connected to said piston-cylinder combination to relievedeveloped pressure therein following a predetermined time lapse.

14. A combination as defined in claim 12 including a second mechanism toactuate said first means, a motion developing means responsive toretractive acceleration lever action to impart a motion to said secondmechanism to cause transfer of kinetic energy of said vehicle to saidflywheel.

15. A combination as defined in claim 13 including a second pressureresponsive mechanism to actuate said first means, a pressure developingmeans responsive to retractive acceleration lever action to impart apressure to said second pressure responsive mechanism upon retractivemotion of said lever to cause transfer of kinetic energy of said vehicleto said flywheel.

16. In combination,

a. a vehicle having a power plant and drive shaft to impart motion tovehicle drive wheels and a transmission interposed between said powerplant and said drive wheels to relate said shaft and said wheels invarying speed ratios,

b. a one-way clutch between said power plant and said drive shaft topermit power transmission from said power plant to said shaft,

c. a flywheel mounted for rotation on said vehicle independently of thepower plant and the drive wheels,

d. a multiple speed flywheel transmission interposed between saidflywheel and said shaft and friction means associated therewith toeffect through said transmission and the slipping of said friction meansan infinitely variable speed ratio between said flywheel and said shaft,to impart power plant power to said flywheel and vehicle wheel motion tosaid flywheel, and, alternatively, to impart flywheel energy to saidvehicle, and

e. operator-controlled means and engine responsive means for actuatingsaid friction means in connection with the normal operation of thevehicle selectively to effect interchange of kinetic energy between saidvehicle and said flywheel including interchange of energy throughout theentire range of acceleration.

17. A combination as defined in claim 16 wherein said friction meanscomprises a machine element for driving said flywheel, a first clutchmeans for connecting said machine element and said shaft at apredetermined ratio, and a second clutch means for connecting saidmachine element and said shaft at another predetermined ratio.

1. In combination with an operator controlled vehicle having a powerplant to impart motion to the vehicle drive wheels, that improvementwhich comprises: a. a flywheel mounted for rotation on the vehicleindependent of the power plant and the drive wheels, b. a machineelement for driving said flywheel, c. first means selectively operableto connect said element to said power plant to impart rotation to saidflywheel to store kinetic energy therein and alternatively to impartkinetic energy from said moving vehicle to said flywheel, d. secondmeans selectively operable to connect said element to said drive wheelsto impart stored kinetic energy to said wheels and motion to saidvehicle, e. means to relate said connecting means wherein each operatesselectively and alternately with respect to the other, f. said firstmeans including a pressure operated brake and a pressure system tooperate said brake, and g. means in said system to block pressure tosaid brake in response to a predetermined flywheel speed.
 2. Incombination with an operator controlled vehicle having a power plant toimpart motion to the vehicle drive wheels, that improvement whichcomprises: a. a flywheel mounted for rotation on the vehicle independentof the power plant and the drive wheels, b. a machine element fordriving said flywheel, c. first means selectively operable to connectsaid element to said power plant to impart rotation to said flywheel tostore kinetic energy therein and alternatively to impart kinetic energyfrom said moving vehicle to said flywheel, d. second means selectivelyoperable to connect said element to said drive wheels to impart storedkinetic energy to said wheels and motion to said vehicle, e. means torelate said connecting means wherein each operates selectively andalternately with respect to the other, and f. said first and secondmeans being operated by fluid pressure, and a fluid pressure systemassociated with said vehicle comprising a firsT cylinder for operatingsaid first means, a second cylinder for operating said second means, athird pressure cylinder responsive to brake pressure of a brake pedal, afourth cylinder responsive to accelerator pressure of an accelerationpedal, and connecting lines between said first and third cylinders andbetween said second and fourth cylinders, whereby actuation of saidbrake cylinder causes response in said first cylinder, and actuation ofsaid accelerator pedal causes a response in said second cylinder.
 2. asecond pressure developing unit responsive to up pressure on anaccelerator pedal,
 3. a third pressure developing unit responsive tobrake pedal pressure,
 3. A system as defined in claim 2, in which acontrol valve is provided responsive to clutch pressure of a clutchmechanism, said valve controlling the connecting lines between thesecond and fourth cylinders whereby actuation of said clutch pedalblocks the response of said second cylinder to operation of saidaccelerator pedal.
 4. a fourth pressure developing unit responsive tomanifold vacuum,
 4. A system as defined in claim 2 in which a fifthpressure cylinder connected in said lines is responsive to manifoldpressure of an internal combustion engine driving said vehicle toactuate said first cylinder and said first means in response to no-loadconditions of said engine.
 5. a fifth pressure developing unitresponsive to absence of manifold vacuum,
 5. A system as defined inclaim 2 in which a speed responsive means influenced by means reflectingthe speed of said flywheel is operative on said first cylinder to effecta connection between said power plant and said flywheel at speeds ofsaid flywheel below a predetermined rate.
 6. In combination with anoperator-controlled vehicle having an internal combustion engine powerplant to impart motion to the vehicle drive shaft and drive wheels, thatimprovement which comprises: a. a flywheel mounted for rotation on thevehicle independent of the power plant and the drive wheels, b. avehicle drive shaft connectable to said engine and said wheels, c. afirst clutch means engageable to connect said drive shaft to saidflywheel to impart rotation to said flywheel, d. a second clutch meansengageable to connect said flywheel to said drive shaft to impartrotation to said shaft from said flywheel, e. a control system for saidvehicle which operates said clutch means selectively to distributeinertial energy of said wheel and said vehicle, and f. said controlsystem cooperating with a brake pedal, an accelerator pedal, and amanifold vacuum source and comprising a fluid pressure system including,6. first means to actuate said first clutch means,
 7. second means toactuate said second clutch means,
 7. A combination as defined in claim 6in which a control means responsive to the speed of said flywheel isoperatively associated with said second, third, and fourth pressuredeveloping units to effect operation of said first clutch means underconditions of speed of said flywheel below a predetermined kineticenergy storage condition.
 8. A combination as defined in claim 7 inwhich said control means comprises a valve system operable to closepressure from said means to actuate said first clutch means under saidpredetermined conditions.
 8. means connecting said second, third, andfourth pressure developing units to said first means, and
 9. meansconnecting said first and fifth pressure developing units to said secondmeans, wherein said clutch means are operated sequentially in the normaloperation of the vehicle to transfer kinetic energy to and from theflywheel and to and from the vehicle.
 9. A combination as defined inclaim 6 in which a foot clutch pedal in the vehicle is provided, and acontrol valve operable by disEngagement motion of said clutch pedal in aline leading to said ''''second means to actuate said second clutchmeans'''' to block operation of said second clutch means when said footclutch pedal is depressed.
 10. A combination as defined in claim 2 inwhich a by-pass emergency pressure line is interposed between said thirdpressure developing unit and a brake line responsive to predeterminedoperator pressure to effect vehicle braking independently of flywheelspeed.
 11. In combination with an operator-controlled vehicle having apower plant to impart motion to the vehicle drive wheels, thatimprovement which comprises: a. a flywheel mounted for rotation on thevehicle independent of the power plant and the drive wheels, b. amachine element for driving said flywheel, c. first means selectivelyoperable to connect said element to said power plant to impart rotationto said flywheel to store kinetic energy therein and alternatively toimpart kinetic energy from said moving vehicle to said flywheel, d.second means selectively operable to connect said element to said drivewheels to impart stored kinetic energy to said wheels and motion to saidvehicle, e. means to relate said connecting means wherein each operatesselectively and alternately with respect to the other, f. said firstmeans including a pressure operated brake and a pressure system tooperate said brake, g. means in said system to block pressure to saidbrake in response to a predetermined flywheel speed, and h. a by-passemergency circuit response to a predetermined operator signal to conductpressure to said pressure operated brake independent of said flywheelspeed.
 12. In combination with an operator controlled vehicle having apower plant to impart motion to the vehicle drive wheels, an acceleratorlever for controlling the speed of the power plant and a brake pedal forcontrolling pressure to a brake line, a. a flywheel mounted for rotationon the vehicle independent of the power plant and the drive wheels, b. amachine element for driving said flywheel, c. first means selectivelyoperable to connect said element to said power plant to impart rotationto said flywheel to store kinetic energy therein and alternatively toimpart kinetic energy from said moving vehicle to said flywheel, d.second means selectively operable to connect said element to said drivewheels to impart stored kinetic energy to said wheels and motion to saidvehicle, e. a mechanism to actuate said second means, f. a motiondeveloping means responsive to advance accelerator lever action toimpart a motion to said mechanism upon acceleration motion of said leverto cause transfer of stored kinetic energy to said wheels, and g. meansconnected to said motion developing means to effect retraction of saidmechanism following a predetermined time lapse.
 13. In combination withan operator-controlled vehicle having a power plant to impart motion tothe vehicle drive wheels, an accelerator lever for controlling the speedof the power plant and a brake pedal for controlling pressure to a brakeline, a. a flywheel mounted for rotation on the vehicle independent ofthe power plant and the drive wheels, b. a machine element for drivingsaid flywheel, c. first means selectively operable to connect saidelement to said power plant to impart rotation to said flywheel to storekinetic energy therein and alternatively to impart kinetic energy fromsaid moving vehicle to said flywheel, d. second means selectivelyoperable to connect said element to said drive wheels to impart storedkinetic energy to said wheels and motion to said vehicle, e. a pressureresponsive mechanism to actuate said second means, f. a pressuredeveloping means responsive to advance accelerator lever action toimpart a pressure to said pressure responsive mechanism upon advancemotion of said lever to cause immediate transfer of stored kineticenergy to saId wheels, and g. means connected to said piston-cylindercombination to relieve developed pressure therein following apredetermined time lapse.
 14. A combination as defined in claim 12including a second mechanism to actuate said first means, a motiondeveloping means responsive to retractive acceleration lever action toimpart a motion to said second mechanism to cause transfer of kineticenergy of said vehicle to said flywheel.
 15. A combination as defined inclaim 13 including a second pressure responsive mechanism to actuatesaid first means, a pressure developing means responsive to retractiveacceleration lever action to impart a pressure to said second pressureresponsive mechanism upon retractive motion of said lever to causetransfer of kinetic energy of said vehicle to said flywheel.
 16. Incombination, a. a vehicle having a power plant and drive shaft to impartmotion to vehicle drive wheels and a transmission interposed betweensaid power plant and said drive wheels to relate said shaft and saidwheels in varying speed ratios, b. a one-way clutch between said powerplant and said drive shaft to permit power transmission from said powerplant to said shaft, c. a flywheel mounted for rotation on said vehicleindependently of the power plant and the drive wheels, d. a multiplespeed flywheel transmission interposed between said flywheel and saidshaft and friction means associated therewith to effect through saidtransmission and the slipping of said friction means an infinitelyvariable speed ratio between said flywheel and said shaft, to impartpower plant power to said flywheel and vehicle wheel motion to saidflywheel, and, alternatively, to impart flywheel energy to said vehicle,and e. operator-controlled means and engine responsive means foractuating said friction means in connection with the normal operation ofthe vehicle selectively to effect interchange of kinetic energy betweensaid vehicle and said flywheel including interchange of energythroughout the entire range of acceleration.
 17. A combination asdefined in claim 16 wherein said friction means comprises a machineelement for driving said flywheel, a first clutch means for connectingsaid machine element and said shaft at a predetermined ratio, and asecond clutch means for connecting said machine element and said shaftat another predetermined ratio.